Bellows system for deflating weatherstrips

ABSTRACT

A deflatable sealing member forms a weatherstrip to seal a closure opening. The sealing member includes an operative tubular section designed to provide tight interference engagement between the closure and vehicle body when vented to atmosphere and expanded by built-in resilient memory. A bellows pump is connected to the sealing member through a flow control circuit. The bellows pump serves to deflate the sealing member during closing of the closure. The bellows pump is adapted for convenient mounting in a cavity in the closure or vehicle body spaced from the closure hinge area. A flexible cable connects the bellows pump to the closure or vehicle body to provide the necessary actuation for operation of the bellows pump in response to the swinging movement of the closure. As the closure closes and latches, a valve is opened to vent the sealing member to ambient pressure, and the sealing member expands by resilient memory to its full cross section so as to provide a tight seal.

TECHNICAL FIELD

The present invention relates generally to the sealing of closures and,more particularly, to a sealing apparatus for a vehicle closure thatrequires relatively low closing effort but provides an exceptionallyfirm, tight seal.

BACKGROUND OF THE INVENTION

Closed cell sponge weatherstrips have been the standard for years toseal vehicle closures against the passage of air and moisture. Theweatherstrip attaches to the vehicle body or closure around the opening(e.g. door or trunk opening). The weatherstrip preferably includes abulbular or tubular section that is designed to provide an interferencefit between the closure and body, and a mounting section to secure theweatherstrip in place. When the door or trunk lid is closed, theweatherstrip mechanically flexes according to the degree ofinterference. Generally, the greater the interference, the better thesealing function is obtained.

Good sealing of closures is particularly important in vehicles in orderto isolate the passengers from inclement weather conditions; namely,precipitation as well as excessively hot or cold air. Since the vehiclemoves through the air, it is also important to the comfort of thepassengers to minimize the wind noise. It should be recognized, however,that the high degree of interference of the weatherstrip between thedoor and door frame required for good sealing, unfortunately increasesthe closing effort.

Another consideration for vehicle weatherstrip design relates to anannoying problem known as "compression shock". With the improved closuresealing, the rapid closing of a door on an otherwise closed vehicleoften results in a momentary air compression in the passengercompartment. In essence, trapped air inside the compartment cannotescape past the tight weatherstrip seals around the various closures.This problem is particularly acute in designs where the closure movessubstantially transverse to the body, such as in conventional swingingdoors or hatch back lids. This compression shock not only furtherincreases the closing effort required, but also causes an unpleasantfeeling to the passengers.

Attempts to reduce door closing effort have in the past resulted inreduced sealing efficiency. Conversely, past attempts to emphasizeimproved sealing have resulted in a need for excessive closing effort.Neither extreme is favored by consumers. Thus, automotive engineers havefound it necessary to compromise these conflicting engineeringrequirements, with the best designs heretofore carefully balancing therelationship between sealing and closing effort.

Some efforts in the past have addressed the seemingly conflictingconcerns and provided some limited improvement. For example, spacedbleed apertures have been formed along the entire length of weatherstripso air is not entrapped as it is compressed inside the weatherstrip whenthe closure is closed. More specifically, the apertures insure that theinternal air pressure is ambient at all times. Thus, mechanical flexingof the weatherstrip remains the principal design criteria for sealingwith this improvement. Advantageously, by eliminating air entrapment,the closing effort for a rapidly closing door is reduced. Still, itshould be recognized that this approach is not effective in improvingthe sealing efficiency since the interference fit is not appreciablyincreased.

Another idea that has gained some acceptance in the automotive industryrecently is to employ at least two weatherstrips in juxtaposition toseal together when the door or lid is closed. The engaging parts of theweatherstrips are designed to form a labyrinth seal, and as a resultsome improved sealing is obtained. Of course, with this arrangement thedegree of interference fit commensurate with easy closing is stillsorely limited, and the cost of forming the seal is substantiallyincreased.

Another approach that has been proposed for vehicles is to make theweatherstrips inflatable. The basic idea is that when the door isclosed, a positive pressure (greater than ambient pressure) is appliedinside the closed tubular weatherstrip to provide expansion against thedoor and door frame, thus providing increased interference and animproved seal. As will be recognized, this approach does reduce the doorclosing effort and compression shock because the non-inflatedweatherstrip does not engage in an interference fit with the door andthe door frame until the door is closed and the superatmosphericpressure is applied.

This concept, while useful in aircraft and aerospace vehicles presentsproblems when attempts have been made to adapt it to general automotiveuse. First, in order to provide a closure sealing system using thesuperatmospheric pressure concept, a sophisticated air pressure supplysystem that is highly reliable must be provided. This is so since if airpressure is lost, a complete failure of the sealing function results andthe interior is susceptible to damage from water leakage, as well as thepassengers being exposed to extremes of hot and cold atmosphericconditions and excessive wind noise. Furthermore, such a sophisticatedair pressure system is relatively expensive, and thus adding suchauxiliary equipment is not conducive to competitive pricing of aconsumer product, such as an automobile.

Similarly, the superatmospheric inflatable weatherstrip must not losepressure over extended periods of time. To guard against this in anautomotive system where small, pin-hole leaks are inevitable, especiallyafter several years of use, an electric pump would be required to beperiodically energized to maintain the optimum sealing pressure. Such acondition would inevitably lead to the need for increased storagecapacity of the electrical battery in the automobile, and under extendedperiods of inactivity of the automobile, complete discharge of thebattery. Additionally, the superatmospheric pressure system must providerelatively sophisticated regulators to compensate for variations inambient pressure conditions, such as due to altitude and barometricpressure variations, as well as temperature variations. Such additionalcost adds to the prohibitiveness of using this type of system on a highvolume consumer product, such as an automobile.

The most effective approach to date for providing both improved sealingand easier closing of vehicular closures, is set forth in U.S. Pat. No.4,761,917 issued Aug. 9, 1988 and entitled "Deflatable Weatherstrips" ofwhich I am a co-inventor. With this approach, a deflatable sealingmember forms a weatherstrip to seal the opening in the vehicle bodyaround the closure. The sealing member is connected to a vacuum sourcesuch as a bellows pump. When the closure is closed, the sealing memberis deflated so as not to engage in an interference fit between the doorand closure. In this manner, closing effort is reduced and compressionshock eliminated. Following closing, the sealing member is vented toambient pressure. This causes the sealing member to expand by built-inresilient memory to provide firm sealing engagement with increasedresilient interference between the closure and the body.

This approach is remarkably successful in reconciling the seeminglyconflicting problems of excessive closing effort and tight sealing. Anadditional consideration remains unaddressed, however, as spacelimitations and design constraints make it very difficult to mount abellows pump in position in the hinge area between the closure and theframe as disclosed in this previous design. The present inventionaddresses this problem by providing a closure sealing mechanism whereina bellows pump, actuated by closure movement, is specially adapted forconvenient mounting in a space anywhere on the closure or the frameadjacent but spaced from the hinge area.

SUMMARY OF THE INVENTION

Accordingly, it is a primary object of the present invention to providea sealing apparatus and method overcoming the above-describedlimitations and disadvantages of the prior art.

Another object of the present invention is to provide a sealingapparatus for swinging vehicular closures that provides the seeminglyconflicting advantages of both reduced closing effort and goodinterference sealing.

An additional object of the present invention is to provide an apparatusfor sealing transversely movable vehicular closures that substantiallyeliminates the unpleasant and annoying problem of compression shock.

Still another object of the present invention is the provision of animproved sealing apparatus for a closure including a deflatable sealingmember connected to a bellows pump specially adapted for convenientmounting in a hollow section of the closure or frame adjacent but spacedfrom the hinge area of the closure.

Additional objects, advantages, and other novel features of theinvention will be set forth in part in the description that follows andin part will become apparent to those skilled in the art uponexamination of the following or may be learned with the practice of theinvention. The objects and advantages of the invention may be realizedand attained by means of the instrumentalities and combinationsparticularly pointed out in the appended claims.

To achieve the foregoing and other objects, and in accordance with thepurposes of the present invention as described herein, an apparatus isprovided for tightly sealing a vehicular closure such as a swingingdoor, hatch back door or trunk lid of an automobile. The apparatusincludes a resilient sealing member having a deflatable bulbular ortubular section. The sealing member also includes a mounting section tofix the sealing member either around the inner peripheral margin of theclosure or to the vehicle body around the entire periphery of theopening. When the door is closed and the sealing member inflated, atight interference seal is provided between the door and the body thatprevents the passage of air and moisture.

A vacuum source, in the form of a bellows pump, is connected to thesealing member. When the negative pressure of the bellows pump isapplied to the sealing member, the tubular section deflates andcollapses. Conversely, when air and ambient pressure is readmitted tothe sealing member, the tubular section reexpands due to its resilientmemory.

More specifically the bellows pump includes a mounting end specificallyadapted for mounting the bellows pump to the closure or the vehiclebody. The opposite end of the bellows pump is relatively displaceablefor actuating the bellows. Where the bellows pump is mounted to thevehicle body, the relatively displaceable end of the bellows pump isconnected to the closure. Conversely, when the bellows pump is mountedto the closure, the relatively displaceable end is connected to thevehicle body. In this manner, the bellows pump is adapted to becompressed in response to the relative movement as the closure isopened, and expanded as the closure is closed.

A flow control circuit provides fluid communication between thedeflatable sealing member, the bellows pump and the ambient atmosphere.More specifically, the flow control circuit includes means forcontrolling the deflation and inflation of the sealing member. Someexamples of these include mechanically actuated pneumatic valves, checkvalves and fluidic devices.

Preferably, the apparatus is designed so that negative pressure isapplied to deflate the sealing member as the door is closed. With thesealing member deflated and thus collapsed, the degree of interferencebetween the sealing member and the door or door frame is reduced, oreven substantially eliminated. Thus, the force required to overcome theinterference and latch the door is advantageously reducedproportionally. Consequently, a desirable, relatively low closing effortis all that is required to operate the door. In addition, it should berecognized that because the operative tubular section of the sealingmember is collapsed so that a space exists between the sealing memberand the closure or closure frame, passage of air from the interior ofthe vehicle is allowed. Consequently, the unpleasant problem ofcompression shock, characteristic of many prior art closure sealingsystems, is avoided.

After the closure is closed and air is released past the sealing memberas described, the control system readmits air at ambient pressure to thesealing member. Because of its inherent resiliency, the sealing memberthen assumes the desired interference fit/sealing engagement between theclosure and closure frame. Advantageously, when the operative tubularsection is expanded, the sealing member provides the desired increasedresilient interference that is not possible with presently utilizedclosed cell sponge weatherstripping without increasing the closingeffort to unacceptable extremes. Of course, it is possible to providethe improved sealing without raising the required closing effort withthe present system since the sealing member is collapsed when theclosure is initially closed.

In order to absorb and suppress shock when the closure is initiallyclosed, the sealing member may include a non-deflatable bumper portion.Preferably, the bumper portion is integrally formed as a part of thesealing member that substantially retains its original cross sectionwhen subjected to negative pressure.

The means for connecting the relatively displaceable end of the bellowspump to the closure or vehicle body, preferably, includes a cable. Thiscable is attached to the displaceable end of the bellows pump andextends through the bellows body and mounting end of the bellows pump toa connection point on either the closure or the vehicle body. A sealingelement provided on the mounting end of the bellows pump engages thecable so as to prevent the passage of air between the atmosphere and theinterior of the bellows. The seal, of course, is also adapted to allowthe cable to slide back and forth through the mounting end of thebellows thus allowing actuation of the bellows pump as the closure isopened and closed.

Preferably, the flow control circuit connecting the bellows pump,deflatable sealing member and atmosphere includes a series of threevalves. An exhaust valve and an intake valve are connected to thebellows pump. These valves may take the form of one-way flap valves, asare known in the art. An additional ambient pressure intake or ventingvalve is connected to the deflatable sealing member. This valve may beactuated mechanically through operation of an actuator engaged by thedoor when it is fully closed. Thus, the apparatus may be designed sothat venting of the resilient sealing member to ambient pressure followsonly upon full closing of the closure. Thus, the sealing member expandsin response to closing and latching of the closure.

Advantageously, the apparatus of the present invention provides theadvantages of reduced closing effort, elimination of compression shockand a higher integrity seal for vehicular closure. Further, theseadvantages are provided by using inexpensive and reliable mechanicalvalves and a bellows pump. The pump may be conveniently mounted in acavity or open space in the closure or vehicle body adjacent or remotefrom the hinge area of the door. Thus, the apparatus of the presentinvention may be incorporated into vehicles as presently designed.Consequently, the present apparatus eliminates any need to redesign thehinge area of a vehicle closure to accommodate the bellows pump.

Still other objects of the present invention will become readilyapparent to those skilled in this art from the following descriptionwherein there is shown and described a preferred embodiment of thisinvention, simply by way of illustration of one of the modes andalternative embodiments best suited to carry out the invention. As willbe realized, the invention is capable of still other differentembodiments and its several details are capable of modifications invarious, obvious aspects all without departing from the invention.Accordingly, the drawing and description will be regarded asillustrative in nature and not as restrictive.

BRIEF DESCRIPTION OF THE DRAWING

The accompanying drawing incorporated in and forming a part of thespecification illustrates several aspects of the present invention andtogether with the description serves to explain the principles of theinvention. In the drawing:

FIG. 1 is a broken-away side view of a vehicle equipped with theapparatus of the present invention for sealing between a closure and abody;

FIG. 2 is a perspective view of the bellows forming a part of theapparatus of the present invention;

FIGS. 3 and 3A show front and rear exploded perspective views of thebellows pump of the apparatus of the present invention;

FIG. 4 is a perspective view of the ambient pressure intake or ventingvalve that is connected to the deflatable sealing member of the presentinvention;

FIG. 5 is a schematical representation showing the apparatus of thepresent position when the closure is closed;

FIG. 5A is a side view representation showing the bellows pump with adouble bellows in the expanded position assumed when the closure isclosed;

FIG. 6 is a view similar to FIG. 5 showing the operation of theapparatus of the present invention as the is being closed; and

FIG. 6A is a schematical representation showing the bellows pump with adouble bellows in a fully compressed state (closure open).

Reference will now be made in detail to the present preferred embodimentof invention, an example of which is illustrated in the accompanyingdrawing. DETAILED DESCRIPTION OF THE INVENTION

Reference is now made to the drawing figures showing the system orapparatus 10 of the present invention for tightly sealing a closure,such as a door D on an automobile. As best shown in FIGS. 1 and 5, theapparatus 10 includes a sealing member or weatherstrip 12 having abulbular or tubular section 14 (see FIGS. 5, 6). The sealing member 12is mounted to the face F of the door frame or vehicle body B by means ofa mounting section 16. A one-way clip (not shown), adhesive or any otherappropriate means known in the art may be utilized to secure the sealingmember 12 in place.

The sealing member 12 is constructed of EPDM or other elastomericmaterial. In this way, the sealing member 12 is provided with sufficientresiliency to furnish a tight sealing engagement with the door D when inthe closed position with the sealing member 12 expanded by venting toatmosphere (again, see FIG. 5). Of course, since the sealing member 12forms a ring extending around the entire periphery of the door opening,complete sealing of the opening is provided. As a result, the passage ofair and moisture between the door D and the door frame face F isprevented.

As best shown in FIGS. 1, 5 and 6, the sealing member 12 is connected toa bellows pump 18 by means of an air flow line 20. Advantageously, thebellows pump 18 of the apparatus 10 is specially designed to allowmounting to the vehicle body B or the door D in a location adjacent butspaced from the door hinge area. Thus, the apparatus 10 may beincorporated into present automobile designs without any significantredesigning of the door hinge area in order to accommodate the bellowspump as has been required with past designs. In effect, the bellows pump18 may simply be mounted in an existing cavity within the vehicle body,the wheel well or the door itself.

As described in greater detail below, when the door D is opened byswinging action, the bellows pump 18 is compressed. Then, when the doorD is closed, the bellows pump 18 is reexpanded sucking air from thetubular section 14 of the sealing member 12 so as to generate a partialvacuum in the tubular section. Thus, the sealing member 12 deflates andcollapses as shown in FIG. 6. This serves to reduce the cross section ofthe sealing member 12 thereby reducing the degree of interferencebetween the sealing member and the door D as the door closes andlatches. The resulting decrease in the effort required to close andlatch the door D significantly increases consumer satisfaction with theautomobile. Once closed, the tubular section 14 of the sealing member 12is vented to atmosphere. This serves to reexpand the sealing member 12through resilient memory so as to provide the desired increasedinterference fit for maximum sealing of the door opening against thepassage of air and moisture.

As best shown in FIGS. 3 and 3A, the bellows pump 18 includes aflexible, elastomeric body 22. Preferably, the body 22 is constructed ofa flex fatigue-resistant material, such as the polyester elastomerHytrel, available from E. I. DuPont DeNemours of Wilmington, DE. Thebody 22 is sealed by means of the ends 24, 26 and may include ifnecessary an internal compression spring 27 constantly urging thebellows to its expanded position. The plate of mounting end 24 isspecially adapted for mounting the bellows pump 18 in a cavity of thevehicle body B, such as within the fender (see FIG. 1), in the door oreven in such remote locations as in the bumper. For example, the platemay include an integral mounting bracket 28 that may be fastened bybolts 30 to the vehicle body B (see FIGS. 5 and 6). Of course, however,it should be recognized that any other suitable mounting method known inthe art could be utilized.

The opposite end 26 of the bellows pump 18 is relatively displaceablewith respect to the mounting end 24 so as to allow actuation of thebellows pump. Displacement of the end 26 toward the end 24 compressesthe elastomeric body 22 and reduces the volume of the pumping chamber23. Conversely, displacement of the end 26 away from the end 24 expandsthe body 22 and increases the volume of the pumping chamber 23.Preferably, the plate of the end 26 includes an inwardly extendingportion 34 designed to displace substantially all remaining ambient airwhen the bellows body 22 is fully compressed (see FIG. 6) so that a morecomplete vacuum can be drawn.

As shown in FIG. 1, the displaceable end 26 of the bellows pump 18 isconnected to the door D by means of a flexible cable 36. The cable 36extends through an aperture in the end 26. A knot 38 at the end of thecable 36 prevents the cable from pulling through the aperture while alsoserving to seal the same. The cable 36 passes through the pumpingchamber 23 and out through a resilient sealing element 40 that sealinglyengages the cable while allowing for relative sliding movement. Theopposite end 42 of the cable 36 may be fixed to the door D by means of abolt or some other method.

A flow control circuit, generally designated by reference numeral 44,directs air flow into and out of the bellows pump 18. The flow controlcircuit 44 includes a one-way exhaust valve 46 on the mounting endbracket 24 (FIG. 3), a one-way intake valve 48 on the opposite side ofthe plate of the end 24 (FIG. 3A), a venting valve 50 (FIG. 4) andassociated connecting air flow line 20 (FIGS. 5, 6).

When the door D is swung open, the cable 36 draws the plate on thedisplaceable end 26 of the bellows pump 18 toward the plate on themounting end 24. Thus, the volume of the pumping chamber 23 is reducedand air is expelled from the bellows pump 18 through the one-way exhaustvalve 46 into the atmosphere. It should be appreciated that the flow ofthe air from the bellows pump 18 to the remainder of the flow controlcircuit 44 is blocked by the one-way intake valve 48 (see FIG. 3A).Thus, the air flowing from the bellows pump 18 is forced to theatmosphere and does not tend to inflate the sealing member 12 throughthe flow line 20. As shown, both the one-way exhaust valve 46 andone-way flow valve 48 may be simple flapper check valves.

When the door D is closing, the cable 36 goes slack and the bellows body22 reexpands through resilient memory thereby increasing the volume ofthe pumping chamber 23. As the chamber 23 expands, a vacuum is createdin the bellows pump 18. Air from the atmosphere cannot flow past theone-way exhaust valve 46. Consequently, air is drawn into the bellowspump 18 through the intake valve 48 and the entire flow control circuit44.

As long as the door D is open, the venting valve 50 remains closed.Thus, air drawn into the bellows pump 18 from the flow control circuit44 must come from the sealing member 12 through the feed line 20 and theone-way intake valve 48. The resulting evacuation of the tubular section14 causes the sealing member 12 to deflate and collapse so as to assumea reduced cross section 14 (see FIG. 6). Thus, the door D closes andlatches easier since the interference between the door and the vehiclebody B is reduced or even substantially eliminated. Further, compressionshock or air bind is reduced since air that would be otherwise trappedin the sealed passenger compartment can flow past the sealing member 12.

Just as the door D closes and latches (see FIG. 5), the leading edge 52of the door engages the valve actuator 54 of the venting valve 50. Onceengaged in this manner, the resilient valve element 56 is displaced fromits seat thereby opening the venting valve 50. Once opened, air atambient pressure flows through vent orifice 51 of the valve 50 (see FIG.4), the vent line 58 and the air flow line 20 to again fill the tubularsection 14 of the sealing member 12. As the tubular section 14 fillswith air, it expands from the collapsed condition shown in FIG. 6 to theexpanded, full cross section condition shown in FIG. 5. Of course, thereinflation lags slightly behind the closing and latching of the door Ddue to the length of the vent line 58 and air feed line 20. In thisreexpanded, full cross section condition, the sealing member 23 providesfirm sealing engagement with the desired resilient interference betweenthe door D and the vehicle body B. This resulting improved sealingserves to increase passenger comfort and owner satisfaction by reducingwind noise and preventing the passage of moisture into the passengercompartment.

When the door D is subsequently opened again, the valve actuator 54snaps the venting valve 50 closed. Thus, the flow control circuit 44 isagain sealed from the ambient air in readiness for the next closureopening/closing cycle.

While the present invention has been described and shown with thebellows pump 18 mounted to the vehicle body B adjacent the hinge area,it should be appreciated that the pump could just as easily be mountedin other convenient cavities of the vehicle. Of course, the flexiblecable 36 could extend between the bellows 18 and the door along aserpentine path if necessary. Suitable guides, such as tracks, rollersor tubes, could be used to properly direct the cable 36.

In the event that additional vacuum capacity is needed to collapse thetubular seal member 12, such as with luxury cars or hatch back doors,the double bellows pump 22a, 22b may be provided, as shown in FIG. 5A.In this instance, the air flow line 20 is connected to both of thebellows pump 22a, 22b through the end mounting plate 24. The cable 36rather than passing through the bellows chamber 23 is connected to thesingle displaceable end plate 26 between the two bellows pump 22a, 22b.As shown in FIG. 6A, the compression by providing tension on the cable36 is the same as with the single bellows 22. In essence, the operationis the same except that the volume capacity is doubled.

In summary, numerous benefits have been described which result fromemploying the concepts of the present invention. Advantageously, theapparatus 10 of the present invention is specially adapted to provideswinging vehicular closures that require reduced closing effort whilealso providing good interference sealing. As the door D is closed, thedoor opening sealing member 12 is deflated to reduce interferenceengagement and allow closing and latching the door with less effort.Further, at the instant of closing, air can flow past the sealing memberso that the annoying problem of compression shock is substantiallyeliminated. Immediately upon closing, the sealing member is ventedallowing expansion by resilient memory to full cross section so as toprovide interference engagement with the door for maximum sealing.

As a further advantage, the bellows pump 18 for deflating the sealingmember 12 is specially designed so as to allow mounting at anyconvenient location, such as a cavity within the vehicle body B or doorD. More specifically, the bellows pump 18 includes a flexible actuatorin the form of a cable 36 that may even be extended around guides fromremote locations. In this way, the present apparatus is not limited toinstallation on only full or luxury model cars where sufficient roomexists in the door hinge area for the mounting of a bellows pump.Further, there is no need to redesign the door hinge area to accommodatea bellows pump.

The foregoing description of a preferred embodiment of the invention hasbeen presented for purposes of illustration and description. It is notintended to be exhaustive or to limit the invention to the precise formdisclosed. Obvious modifications or variations are possible in light ofthe above teachings. The embodiment was chosen and described to providethe best illustration of the principles of the invention and itspractical application to thereby enable one of ordinary skill in the artto utilize the invention in various embodiments and with variousmodifications as are suited to the particular use contemplated. All suchmodifications and variations are within the scope of the invention asdetermined by the appended claims when interpreted in accordance withthe breadth to which they are fairly, legally and equitably entitled.

I claim;
 1. An apparatus for sealing between a closure and a body suchas a door and a door frame of a vehicle, comprising:a deflatable sealingmember for resilient interference engagement between said closure andsaid body; vacuum source means in the form of a bellows actuatable byresilient memory to form a vacuum when connected to said deflatablesealing member; means for mounting said bellows at one of said closureor said body and including an opposite, relatively displaceable end foractuating said bellows to condition said bellows for actuation byresilient memory; means for remotely connecting said relativelydisplaceable end of said bellows to the other of said closure or saidbody, said connecting means including means to condition said bellowsfor actuation by resilient memory only during opening of said closure,said bellows being actuated by resilient memory during closing of saidclosure; and a flow control circuit connected to said bellows includingfirst valve means openable to connect said sealing means to said bellowsduring actuation by resilient memory to deflate said sealing member to areduced cross-section only during closing of said closure so as to allowpassage of air from inside the vehicle past said sealing member tosubstantially reduce closing effort and eliminate compression shock, andincluding second valve means openable when said closure is closed toallow internal pressure of said sealing member to return to ambientpressure and expand said sealing member by resilient memory to fullcross-section after closing of said closure so as to provide firmsealing engagement with the desired resilient interference between saidclosure and said body.
 2. An apparatus for sealing between a closure anda body such as door and door frame of a vehicle, comprising:a deflatablesealing member for resilient interference engagement between saidclosure and said body; vacuum source means in the form of a bellowsconnected to said deflatable sealing member; means for mounted saidbellows to one of said closure or said body and an opposite, relativelydisplaceable end for actuating said bellows remote from the other ofsaid closure or said body; means for remotely connecting said relativelydisplaceable end of said bellows to the other of said closure or saidbody, said connecting means including a cable extending through saidmounting end of said bellows and flexible for actuating said bellows toreduce the volume thereof only during opening of said closure, saidbellows being actuatable by resilient memory and the slackening of saidcable only during closing of said closure to create a vacuum, meansbeing provided on said mounting end for sealingly engaging said cable;and flow control means including an exhaust check valve connected tosaid bellows and openable upon opening of said closure to reduce thevolume of said bellows in response to actuation by said cable and anintake check valve connected to said bellows and openable during closingof said closure in response to actuation of said bellows by saidresilient memory for regulating flow, a flow line connected between saidintake check valve and said deflatable sealing member and an ambientpressure venting valve connected to said flow line when said closure isclosed, whereby said sealing member is deflated to a reducedcross-section only during closing of said closure by a vacuum in thebellows and through said intake check valve, the internal pressure ofsaid sealing member being allowed to return to ambient pressure afterclosing by flow of ambient air through said venting valve, wherebypassage of air is allowed from inside the vehicle past said sealingmember to substantially reduce closing effort and eliminate compressionshock and said sealing member expands by resilient memory to full crosssection after closing of said closure so as to provide firm sealingengagement with the desired resilient interference between said closureand said body.